EP0119384B1 - Méthode pour le transport des marchandises avec un navire d'un port arctique à un port sans glace aussi bien qu'un bâtiment de transport - Google Patents

Méthode pour le transport des marchandises avec un navire d'un port arctique à un port sans glace aussi bien qu'un bâtiment de transport Download PDF

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Publication number
EP0119384B1
EP0119384B1 EP84100171A EP84100171A EP0119384B1 EP 0119384 B1 EP0119384 B1 EP 0119384B1 EP 84100171 A EP84100171 A EP 84100171A EP 84100171 A EP84100171 A EP 84100171A EP 0119384 B1 EP0119384 B1 EP 0119384B1
Authority
EP
European Patent Office
Prior art keywords
vessel
ice
breaking
vessels
harbour
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84100171A
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German (de)
English (en)
Other versions
EP0119384A1 (fr
Inventor
Hans Dipl.-Ing. Meyer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ruhrgas LNG Fluessigerdgas Service GmbH
Original Assignee
Ruhrgas LNG Fluessigerdgas Service GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19833300898 external-priority patent/DE3300898A1/de
Priority claimed from DE19833300894 external-priority patent/DE3300894A1/de
Application filed by Ruhrgas LNG Fluessigerdgas Service GmbH filed Critical Ruhrgas LNG Fluessigerdgas Service GmbH
Publication of EP0119384A1 publication Critical patent/EP0119384A1/fr
Application granted granted Critical
Publication of EP0119384B1 publication Critical patent/EP0119384B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B63B35/70—Tugs for pushing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor

Definitions

  • the invention relates to a method for the transport of goods by ship from an arctic port to an ice-free port using icebreaking transport ships.
  • the invention is based, to improve the efficiency of the aforementioned method the task.
  • this method is characterized according to the invention. that the icebreaking transport ships are only used for the journeys between the arctic port and the migratory area of the seasonally shifting ice edge, while the journeys between this area and the ice-free port are carried out with ice-reinforced transport ships, the goods being transported in the area mentioned at sea from the icebreaking is transferred directly to the ice-reinforced transport ships.
  • the invention thus offers the possibility of optimizing the ice-breaking ships with regard to their ice-breaking properties and the ice-reinforced ships with regard to their driving properties in free water.
  • the cargo is reloaded in the area of the edge of the ice, as swell is not expected to hinder cargo handling.
  • the envelope can therefore be carried out safely.
  • the area of the ice rim is subject to seasonal shifts.
  • a short-term determination of the transshipment location ensures that the ships are only operated under the conditions for which they are designed.
  • a particularly advantageous development of the invention consists in that at least two ice-breaking transport ships carry out the trips between the Arctic port and the migratory region of the seasonally shifting ice edge in succession.
  • the icebreaking ships therefore operate in tandem, with the first ship breaking the channel and thus facilitating the journey for the second ship.
  • the second ship uses less propulsion energy.
  • the first ship will leave a practically ice-free channel behind it. Under these circumstances, the second ship consumes only about 5% of the propulsion energy of the first ship.
  • tandem operation increases the reliability and safety of transportation. If necessary, the first ship can tow the second ship. It is also possible to change roles at any time. Since the ships can provide mutual support, the risk of damage is reduced.
  • the ice-breaking transport ships are preferably coupled to one another in direct contact when they jointly carry out the journeys between the arctic harbor and the migratory area of the seasonally shifting ice edge. This facilitates the journey of the second ship, since on this it is no longer necessary to ensure that an adequate distance is maintained and that it breaks out of the ice-free channel. If necessary, pushing operation is also possible without further notice.
  • an ice-reinforced transport ship can be loaded simultaneously by at least two correspondingly smaller ice-breaking transport ships during the reloading.
  • the simultaneous loading of the ice-reinforced transport ship by at least two ice-breaking transport ships is preferably carried out on both sides, but there is also the possibility that the ice-breaking transport ships dock next to one another or one behind the other on one side of the ice-reinforced transport ship. In all cases, Fender ensures that no ship damage occurs. All ships are also equipped with active maneuvering devices, such as cross-beam systems.
  • At least two ice-breaking transport ships can be loaded simultaneously in the arctic port. It is particularly advantageous that the icebreaking transport ships lie in the arctic port when they are loaded at the same time or one behind the other and use their on-board loading equipment.
  • the process according to the invention is complete particularly advantageously applicable to the transport of liquefied natural gas (LNG) by tanker.
  • LNG liquefied natural gas
  • the remaining tanker can generate 60 to 70% of the annual output using the schedule reserves. If one of the large ice-reinforced tankers fails, a normal LNG tanker can be used. The transhipment then takes place more on the edge of the ice-covered zone.
  • the invention also provides a ship for building up a ship's association by coupling it to at least one further ship, each with corresponding convex or concave surfaces at the bow or stern (CA-A-1 043 181).
  • This transport ship is particularly well suited for carrying out the method according to the invention.
  • This transport ship is characterized by a convex, essentially spherical surface forming the stern and an approximately vertical concave channel located at the bow with an essentially part-circular cross section, the radius of which corresponds to that of the spherical surface.
  • This ship can be articulated with a similar ship under direct contact - bow against stern - to carry out the tandem operation together. The contacting surfaces allow the relative movements occurring between the ships.
  • both the horizontal-axis and the vertical-axis rollers are each offset from one another.
  • the peripheral surfaces of the rollers can match the contours of the associated ones.
  • Bow or stern surfaces must be adapted.
  • the transport ship according to the invention can also be characterized by tensioning devices arranged on the bow and / or stern, the pretensioning force of which can be regulated. This makes it possible to produce an elastic bracing between two transport ships.
  • Each tensioning device can have an automatic coupling for coupling to another icebreaking transport ship.
  • the transport ship according to the invention is characterized by measuring devices arranged on the spherical surface of the stern and / or on the trough of the bow for regulating the pretensioning force to be applied by the tensioning devices during the coupled journey. On the one hand, this ensures the required firm connection and, on the other hand, prevents any overload.
  • the transport ship is characterized according to the invention by distance, speed, angle of rotation, draft and direction measuring and control devices for automatically carrying out the coupling to another icebreaking transport ship.
  • the measuring and control devices can be designed as radio direction finders. In this way, the approach of two transport ships to be coupled can be mastered very well.
  • the drive and maneuvering device can preferably be connected for common control with the drive and maneuvering device of a further icebreaking transport ship. This means that two coupled transport ships can be maneuvered as a unit.
  • the transport ship according to the invention can also be characterized by a device for receiving and burning the boil-off of at least one coupled ice-breaking transport ship in its own propulsion system.
  • FIG. 1 and 2 show an icebreaking transport ship 1 with the stern 2 on the left and the bow 3 on the right.
  • the stern is formed by a convex, spherical surface 4, the center of which lies in the area of the displacement center of gravity of the transport ship.
  • At the bow there is a substantially vertical, concave groove 5 with a cylindrical cross section, the radius of which corresponds to that of the spherical surface 4.
  • the trough 5, as can be seen in FIG. 1, is convexly curved in the vertical direction, the center point of the convex curvature likewise being in the region of the displacement center of gravity of the transport ship.
  • the spherical surface 4 of the tail 2 is occupied by horizontal-axis rollers 6.
  • the trough 5 of the bow 3 is fitted with vertical-axis rollers 7.
  • the contours of the rollers 6 are adapted to the spherical surface 4.
  • the contours of the rollers 7 are adapted to the channel 5.
  • a tensioning device 8 is arranged on the stern 2 and on the bow 3.
  • the tensioning devices 8 serve to couple two transport ships together. They have automatic clutches for this. Their pretensioning force can be regulated, specifically as a function of measuring devices (not shown) which are arranged on the spherical surface 4 or on the channel 5.
  • the icebreaking transport ships can be tankers with a length of around 260 m.
  • the coupling of such ships is a difficult maneuver.
  • the transport ship 1 has distance, speed, angle of rotation, draft and direction measuring and control devices (not shown), and these measuring and control devices can be designed as radio direction finders .
  • Means are also provided for connecting the drive and maneuvering device of the transport ship 1 for common control with the drive and maneuvering device of a further icebreaking transport ship. Finally, there is the possibility of boil-off in the propulsion system of the transport ship 1. to burn a docked transport ship.
  • FIG. 6 shows the simultaneous loading of two ice-breaking transport ships 1 via a loading bridge 9 in an arctic port.
  • One of the transport ships lies at the loading bridge and is also connected to the other transport ship via the on-board loading equipment.
  • the transport ships are one behind the other, in the right part next to each other.
  • FIG. 7 shows the simultaneous reloading of two ice-breaking transport ships 1 onto a larger ice-reinforced transport ship 10.
  • the place of transshipment is the low-swell edge area of the ice-covered water.
  • the on-board loading equipment is also used here. After the left part of FIG. 7, the reloading takes place on both sides, and after the right part on one side. In the latter case there is also the possibility that the transport ships 1 are not next to each other, but next to each other.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Ship Loading And Unloading (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)

Claims (22)

1. Méthode de transport de marchandises par navires brise-glace d'un port arctique à un port libre de glaces, caractérisée par le fait que les navires brise-glace évoluent exclusivement entre ledit port arctique et un point de transbordement situé à proximité de la zone limite des glaces, ledit point et ladite zone limite des glaces avançant et reculant au rythme des saisons et que des navires renforcés pour naviguer dans les glaces (10) évoluent exclusivement entre ledit point et ledit port libre de glaces, étant entendu que le transbordement desdites marchandises des navires brise-glace sur les navires renforcés se fait audit point de transbordement.
2. Méthode selon la revendication 1, caractérisée par le fait que chaque trajet entre ledit port arctique et ledit point de transbordement à proximité de la limite des glaces est accompli par au moins 2 navires brise-glace naviguant l'un derrière l'autre en convoi.
3. Méthode selon la revendication 2, caractérisée par le fait que lesdits navires brise-glace, naviguant ensemble sont accouplés l'un à l'autre.
4. Méthode selon l'une quelconque des revendications 1 à 3, caractérisée par le fait que le transbordement se fait simultanément d'au moins deux desdits navires brise-glace sur un desdits navires renforcés, les premiers étant plus petits que le dernier.
5. Méthode selon la revendication 4, caractérisée par le fait que ledit transbordement sur ledit navire renforcé se fait simultanément, lesdits navires brise-glace étant accostés de part et d'autre dudit navire renforcé.
6. Méthode selon l'une quelconque des revendications 1 à 5, caractérisée par le fait qu'au moins deux desdits navires brise-glace sont chargés simultanément audit port arctique.
7, Méthode selon la revendication 6, caractérisée par le fait que pour le chargement simultané audit port arctique, lesdits navires brise-glace sont accostés l'un à côté de l'autre ou l'un derrière l'autre et qu'ils utilisent pour ledit chargement leurs propres équipements de bord.
8. Méthode selon l'une quelconque des revendications 1 à 7, caractérisée par le fait qu'elle s'applique au transport de gaz naturel liquéfié par navires méthaniers.
9. Navire, en particulier navire brise-glace, accouplé à au moins un autre navire brise-glace et formant un convoi pour transporter des marchandises, caractérisés par le fait que la poupe
(2) dudit navire forme une surface convexe, essentiellement hémisphérique (4) et que la proue (3) comporte un sillon concave (5), essentiellement vertical d'une section représentant, en principe, un arc de cercle, le rayon dudit cercle correspondant au rayon de ladite surface convexe, essentiellement hémisphérique (4).
10. Navire selon la revendication 9, caractérisé par le fait que le centre de ladite surface hémisphérique (4) de la poupe (2) est situé près du centre de carène dudit navire.
11. Navire selon l'une quelconque des revendications 9 ou 10, caractérisé par le fait que ledit sillon (5) de ladite proue (3) est verticalement courbé de façon à épouser une forme convexe, le centre de la courbure convexe se situant près du centre de carène dudit navire (1).
12. Navire selon l'une quelconque des revendications 9 à 11, caractérisé par le fait que ladite surface hémisphérique (4) de ladite poupe (2) est munie de rouleaux (6) à axe horizontal et que ledit sillon (5) de ladite proue (3) est muni de rouleaux à axe vertical (7).
13. Navire selon la revendication 12, caractérisé par le fait que lesdits rouleaux à axe horizontal (6) et lesdits rouleaux à axe vertical (7) sont décalés les uns par rapport aux autres.
14. Navire selon l'une quelconque des revendications 12 ou 13. caractérisé par le fait que les surfaces de contact desdits rouleaux (6, 7) sont adaptées aux contours des surfaces correspondantes (4, 5) de ladite poupe (2) et de ladite proue (3).
15. Navire selon l'une quelconque des revendications 9 à 14, caractérisé par le fait que ladite proue (3) et/ou poupe (2) est/sont équipée(s) de dispositifs de serrage (8) permettant d'ajuster la force de serrage.
16. Navire selon la revendication 15. caractérisé par le fait que chacun desdits dispositifs de serrage (8) est muni d'un dispositif d'accouplement automatique, permettant d'accoupler ledit navire avec un autre navire brise-glace du même type (1).
17. Navire selon l'une quelconque des revendications 15 ou 16, caractérisé par le fait que ladite surface hémisphérique (4) de ladite poupe (2) et/ou ledit sillon (5) de ladite proue (3) est/sont muni(s) de dispositifs de mesure permettant d'ajuster la force de serrage exercée par lesdits dispositifs de serrage (8) pendant le voyage en convoi.
18. Navire selon l'une quelconque des revendications 9 à 17, caractérisé par le fait que ledit navire est équipé de dispositifs de mesure et d'ajustement des distances, de la vitesse, de l'angle d'orientation et du tirant d'eau, permettant leur accouplement automatique avec un autre navire brise-glace du même type (1).
19. Navire selon l'une quelconque des revendications 9 à 18, caractérisé par le fait que le système de propulsion et de manoeuvre dudit navire et celui d'un autre navire brise-glace du même type (1) peuvent être couplés, permettant ainsi de commander les deux navires par l'un ou par l'autre d'entre eux.
20. Navire selon l'une quelconque des revendications 9 à 19. caractérisé par le fait que ledit navire est équipé d'installations permettant de recevoir les évaporations de gaz naturel liquéfié d'au moins un autre navire brise-glace du même type (1) accouplé audit navire et d'installations permettant d'utiliser lesdites évaporations comme carburant.
EP84100171A 1983-01-13 1984-01-10 Méthode pour le transport des marchandises avec un navire d'un port arctique à un port sans glace aussi bien qu'un bâtiment de transport Expired EP0119384B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3300898 1983-01-13
DE19833300898 DE3300898A1 (de) 1983-01-13 1983-01-13 Schiff
DE3300894 1983-01-13
DE19833300894 DE3300894A1 (de) 1983-01-13 1983-01-13 Verfahren zum gueter-schiffstransport von einem arktischen hafen zu einem eisfreien hafen sowie transportschiff zum durchfuehren dieses verfahrens

Publications (2)

Publication Number Publication Date
EP0119384A1 EP0119384A1 (fr) 1984-09-26
EP0119384B1 true EP0119384B1 (fr) 1986-07-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP84100171A Expired EP0119384B1 (fr) 1983-01-13 1984-01-10 Méthode pour le transport des marchandises avec un navire d'un port arctique à un port sans glace aussi bien qu'un bâtiment de transport

Country Status (5)

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US (1) US4577578A (fr)
EP (1) EP0119384B1 (fr)
CA (1) CA1249486A (fr)
DE (1) DE3460350D1 (fr)
DK (1) DK15084A (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9121411D0 (en) * 1991-10-09 1991-11-20 Morgan Crucible Co Paint
JP5360598B2 (ja) 2006-11-15 2013-12-04 エクソンモービル アップストリーム リサーチ カンパニー 流体の輸送及び移送
CN107323609B (zh) * 2017-06-28 2019-02-19 广船国际有限公司 一种升降鳍总段建造方法

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1005236A (en) * 1910-06-10 1911-10-10 Austin Cone Larr Barge.
DE1182980B (de) * 1961-02-17 1964-12-03 Weserwerft Schiffs Und Maschb Lenkschubzug aus zwei oder mehr schwimmenden Fahrzeugen
US3191568A (en) * 1963-02-13 1965-06-29 Continental Oil Co Apparatus for transporting and storing bulk cargo
DE1531729A1 (de) * 1966-07-26 1969-09-25 Emanuele Iozza Schiff aus mindestens zwei abgeschlossenen,nacheinander angeordneten und untereinander gelenkig verbundenen Schiffskoerpern
US3362372A (en) * 1966-08-01 1968-01-09 Earl A. Peterson Integrated barge and tugboat
US3698349A (en) * 1971-06-29 1972-10-17 Catug Corp Seagoing tug and barge construction
US4148270A (en) * 1974-04-29 1979-04-10 Marine Specialty Co Coupling apparatus for articulated bodies
CA998884A (en) * 1974-09-16 1976-10-26 John P. Gallagher Icebreaker
CA1068498A (fr) * 1975-10-09 1979-12-25 Preston E. Chaney Methode et appareil briseur de glace a l'eau
CA1043181A (fr) * 1977-01-21 1978-11-28 Bengt M. Johansson Navire remorqueur brise-glace
CA1099155A (fr) * 1978-03-14 1981-04-14 Bengt M. Johansson Systeme de transport combinant un remorqueur et un navire, pouvant naviguer dans les glaces
US4395178A (en) * 1980-12-08 1983-07-26 The Boeing Company Transfer system for use between platforms having relative motion between one another
DE3100596A1 (de) * 1981-01-10 1982-08-26 IWTS Consulting Engineers GmbH, 6200 Wiesbaden Verfahren und einrichtung zum transport von fluessiggas
NL8100610A (nl) * 1981-02-09 1982-09-01 Rsv Gusto Eng Bv Drijvende inrichting voor de overslag van lading.

Also Published As

Publication number Publication date
EP0119384A1 (fr) 1984-09-26
DK15084A (da) 1984-07-14
DK15084D0 (da) 1984-01-13
CA1249486A (fr) 1989-01-31
DE3460350D1 (en) 1986-09-04
US4577578A (en) 1986-03-25

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